Air brake valve



H. J SHERRILL AIR BRAKE VALVE Jan. 9, 1945.

Filed Dec. 4, 1941 2 .Shets-Sheet 1 5- H. .1. VSHERRILL 2,366,937

AIR BRAKE VALVE I Fi led Dec. 4, 1941 2 Shets-Sheet 2 Zmventor (Ittorneg cars of thetrain.

Patented Ja nr 9, 19 45 STATES v PATENTV'OFFICE AIR BRAKE ALVE h l Harry Sherrill, Youngstown, Ohio Application December 4, 1941, Serial Ni. 421,581 It Claims. (c1; ste -c This invention relates to an air brake and more particularly to an improved and simplified form of air brake valve. s' d The principal object of theinvention is the provision of an air brake valve intended for installationupon each car of a train and which the brake in cooperation with the brake cylinders.

Afurther object or the invention is the provision of an air brakevalve which will permit the auxiliary reservoirs of -a train to be? recharged without exhaustingthe A still further object of the invention is the brake cylinders of the i 'will upon a variance of air pressure in the train brake pipe controlthe application or release of the same as recharging position. i

Figure 2 is a cross sectional end elevation,

showing the'various connections essential thereto the valve is illustratedinlapposition whichis taken on lines 2 2 ofFigure, 1 and shows a relative positioning valve. 0

, Figure 3 is an enlarged detail illustration with parts broken away showing a portion of the mechanism illustratedcinfigures .1 and 2. i

Byreferring to the drawings and Figure 1 in f particular, it will be-seen that the brake valve 1 comprises a suitable-casing 10 preferably formed ,ofmetal and having various openings/and passageways machined therein; An endplate H is provided and is attachedto the casing H) by provision of; a brake valveso designed that a portion, thereof formsa uniform brake release 1 valve 50 that despite the length of a train and the difierence in air pressure atthe opposite ends of the-train brake pipe, the brakes ofthe train 3 maybe uniformly released and thus avoid un-' desirablemovement of portions of the train.

, snu further object or the invention is the i provision of a brake valve in.which the essential brake cylinder controlling portions thereof are 1 moved solely by variance-of air pressure inythe train'brake pipe and in the brakeflvalve itself and the auxiliary reservoirto which it is connected. The brakefvalve shown and described herein junction with standard brake valvefequipments means of a plurality ofnuts I2 functioningwith amatching plurality of threaded shafts I3 which are in turn attached directlyto the casing It). It will be observed that a suitable gasket I4 is positioned between the end plate H and the casing l0 and it will also be seen that a branch pipe l l 5 which communioateswith the train brake pipe (not shown) also communicates with thejinterior of the brake valve andparticularly with a chamber l6 imznediately insideof the end plat ll through whichthe branch pipe l5 extends.

,30 has been designed so that it may beusedin con- 1' now known to the 'art and commonly found in use on railroad equipment: Itisprimarily dif-,

ferent from the valves heretofore known in the art in that it is a greatdeal simpler in con- 3 struction and further depends for its essential control of the air to and from the brake cylinders,

upon a movableslide valve controlled solely by'a variance of air pressure between the auxiliary By referringtoFiguresjlfand Zofthe drawings it willbe observedthattheichamber I6 is in efiect a cylinderforrnedin the lower portion of the valvecasing Ill and that it has slideablypositioned therein a main control piston I! which is provided with a plurality of annular enlarged areas l8 which inturn are provided with annular packing rings to insure airtight c'ontactwith the walls of the chamber it which iscylindrical in form. Theareas between the enlarged annular reservoir, the train brake pipe and the-brake cylinder.

With the foregoingand other objects in view whichwill appearas the description proceeds,

the invention resides inthe combination and arrangement of parts and in the detailsof 0011-, struction hereinafter described andclaimed, it

being understood that changes in the precise embodiment of the invention herein disclosed, "can be "made within the scopeof what is claimed without departingirom the spirit of the invention. The invention is illustrated in the accompanying drawings, wherein:

Figure 1 is a'sidejelevation withparts in crosssection illustrating the improved brake valveand ,1,

areastl8 will be seen to provide for the passageway of air about the main controlpiston I! which airis controlled as to entering or leaving ports in the chamber ,l6 by theblocking action of the annular enlarged areas I8. 1 l Centrally located with respect to the valve casing land immediately above the chamber 16 3 there is a secondary cylindrical chamber IS in which is slidably positioned an auxiliary reservoir governingpiston 20 which-issimilar inform to the main control piston l'lmalready described and which is'provided with a plurality of annular enlarged areas 2| winchin turn are provided with l suitablepacking rings. In addition, the piston 20 is provided with an annular shoulder 22 :which is adapted to engage'a blocking ring 23 formed on the inner walls ofrthe chamber l9and intended of parts of the improved brake mal tendency of the auxiliary reservoir governing piston 29 is to move toward the end plate I'I urged by the spring25. 1

An auxiliary reservoir (not shown) communicates with the chamber I9 by means of a pipe 21 and a port 21A it being noted that a check valve 28 controls the passageway between the port 21A and the pipe 21 leading to the auxiliaryreservoir and while it permits air to moveto the reservoir through the pipe 21 it prevents air from the reservoir re-entering the port 21A. In this connection, it will be seen that a passageway 29 communicates with the pipe 21 immediately above the check valve 28 and establishes communication with the extreme right end IEA of the chamber I6 and also, bymeans of a branch, establishes communication with a port 3| positioned midway between the ends of the chamber IS and it will be noted that the port 3| is located between two of the annular enlarged areas I8 of the main control piston II.

By referring again to the ends of the chambers I6 and. I9 adjacent the end plate I I, it will be seen that a Y-shaped passageway 32 communicates with the chamber It by means of a port'33 and with the chamber l9 by means of ports 34 and 35. The port 33 being subject to control by one of the annular enlarged areas I8 of the main control piston I! while the port 35 is subject to control by one of the enlarged areas 2| of th auxiliary reservoir governing piston 29.

In order that air introduced into the brake valve may eventually reach the brake cylinder (not shown) abrake cylinder pipe 36 communicates with the chamber It by means of a port 37 as do two other pipes, one of which is indicated by the numeral 38 and provided with a cock 39 and which forms the standard exhaust, communicating with the atmosphere, it being observed that a port '49 through which it communicates with the chamber I6 is subject to control by one of the annular enlarged areas I8 of the piston IT. The other one of the two pipes is indicated by the numeral 4| and communicates with the chamber,

permits the flow of air around the controlling portion of the piston I? which comprises the annular enlarged areas I8 immediately adjacent thereto. In Figure 3 of the drawings an enlarged cross-sectional elevation with parts broken away illustrates the interior of the main control piston I! which as has heretofore been noted is slide'ably mounted in the chamber I 6. The construction set forth in Figure 3 of the drawings comprises the structure of the uniform release piston valve or needle valve which is provided so that the brakes on cars on opposite ends of a long train may be released simultaneously and the braking action of the train thus equalized. The uniform release mechanism comprises the assembly of a piston 45,

piston rod it attached thereto and a needle valve 41 formed as. a part thereof. A large annular shoulder 43 is also formed on the piston'rod 46 and together with shoulders 49 formed within the body structure of the main control valve piston I'I form opposed surfaces between which is positioned a calibrated spring 59. Still referring to Figure 3 it will be observed that a passageway 51 is formed within the piston I7 and is subject to the control of the needle valve 41. Having thus described the structuraldetails, the following is a description of the mode of operation of the valve of the invention. By referring againto Figure l of the drawings, it will be observed that when air under pressure is'introoluced into the chamber [5 by way of the branch pipe I5 it will cause the main control piston I! to move away from the end plate II and thus expose the port 33 which permits the air to flow through the passageway 32 and into the chamber I9 through both of the ports 34 and 35, the piston 29 having been urged toward the end plate I l'by the spring 25 thus permitting the air to enter the chamber I9 through the port 35 and at the same time permit the air entering through the port 35- to flow around the piston 29 and out of the chamber I9 through the port 21A lifting the check valve 28. and flowing through the pipe 21 into the auxiliary reservoir (not shown) and thus establishing an air pressure in the same equal to that introduced into the chamber l6 until a predetermined pressure, for example '70 pounds, has been reached at which time the air in the chamber l9.will move the pisthe pressure on the opposite ends of the piston I! and at the. same time flowing through the other branch of the passageway 29 through the port 3! which is midway between the ends of the chamber E6. The air entering the chamber l6 through the port 3| is confined in the chamber I6 between I the enlarged annular areasfIBformed on the piston IT, a pair of the same being located on either side of the port 3!. The-system is now charged and normal pressure maintained, the brakes being not applied. v y y I It will be seen that in order toapply the brakes, it will be necessary to permit airfrom the auxiliary reservoir underpressure to flow into the brake cylinder pipe 36 which communicates; with the chamber 16 by way of the port 31. An enr gineer, making a standard brake application by brake pipe reduction, reduces the air pressure in the train brake pipe with the corresponding reduction of the pressure in the chamber I6. As the check valve 28 is seated, the air in the auxiliary reservoir ,incommunication with the pipe' 21. and hence the passageway 29. and hence the' chamber I6A remainsat normal pressure and, therefore, moves the main control piston. 11 toward the end plate [I thus; causing the part3! to be brought into communication with the port 31. which in turn opens into the brake cylinder pipe 36 and thus permits the air in the auxiliary reservoir (not shown) to flow into the pipe 21,

into the passageway 29,, acrossthechamber I6 with this, improved valve, it is only necessary for the engineer to place the brake valve on the enginepwhich hasbeen on lap position after the reduction made, to either holding or running position which starts the recharging action and .pipe 21 into the auxiliary reservoir.

, thus increases the air pressure in the chamber l6 and causes the main control piston l to move toward the chamberlSA andopen the port 33 which permits the -air to fiow upwardly through the port 35 around the piston and through the pressure in theiauxiliary reservoir reaches normal, which is the calibrated strength of the coil spring 25, the piston 20 will close the port and thus govern :the pressure within the auxiliary reservoir and insure against charging the same to an excessive pressure. It will beseen 1 It will be seenthat when thecocks39 are open the brakes will release before the recharging ,ac-

When i the 1 tion can be accomplished. It will be noted that the auxiliary reservoir governing piston 20 always operates and thereby prevents the estab-j lishment of excessive pressures in the auxiliary reservoirs and thus insures the availability of an operating differential. between the reservoirs and the trainpipe pressures. i l

Successive applications of the brakes may be made as desiredby successive reductions: of the pressure in the train pipe .eachxtime causing the main. control piston I1 to moveback and forth and deliver air from the auxiliary reservoir by that when the main control piston ll moves to open the port 33, as just described, it does not simultaneously open the brake cylinder pipe 36 to thesatmosphere as it doesnot move .far enough.

, This action is insuredas the air in the chamber I6A equalizes in pressure with that in thechamber I6 and. thus adequately prevents too great a movement onthe part of the piston I1.= Thus the auxiliary reservoir is recharged to normal and the brakes, remain set. This action is unique with this valve as it permits the recharging of the reservoirs while the brakes are set. In other valves known to the art, the valve must move to release. position and releasethe brakes before the auxiliary reservoirs can be charged from the train brake pipe. It will be seen that the valve, the

subject of this invention thus passes through the standard brake positions as follows; in application piston 11 moves to permit the port 3| to communicate with port 31 and thus enables air to flow from the auxiliary reservoir to the brake cylinder. When the pressures approximately equalize in the chambers 16 and ISA on either ends of the piston IS, the valve automatically moves into lap position, the engineer having moved the maincontrol valve in the engine into.

lap position to await the brake application, it

being necessary to retain the control valve in lap position only long enough to permitthe: brakes to be applied in accordance with the reduction made. The main control valve may then be moved immediately toholding or running position and recharging undertaken. In release; position, it will be seen that in order to [release the brakes the pressure in the train pipe is increased r to a level above normal pressure hereinabove re ferred to, which will cause the main control .piston l] to move toward the chamber ISA and thls cause the annular enlarged area I8A to expose the by-pass 43 formed in the wall of the chamber i6 which permits the air to flow from the brake wayof the pipe 21 to the brake cylinder byway of thebrake cylinder pipe 36. The piston l'l.

automatically. moving back and forth and thus balancing when thepressure is approximately equalized on the opposite ends thereof each move.-

ment opening or closingthe admission or'exhaust 3 ports concerned.

' It will be observed that the by-pass 5| through which the air must flow from the brake cylinders to either of the exhausts, is illustrated in detail in Figure 3 and has heretofore been described structurally. It will be noted that under theoperating conditions heretofore set forth the piston '45 and the. needle valve effecting a partial control of the air flowing through the by-pass 51 will be inoperative and that in order to cause the same to operate pressures in excess of thosefnor- .mally used must beapplied to the chamber l6 from the train pipe. For example, in'the case a higher pressure, to: the train brake pipe. This cylinder pipe 36 through theby-passil in the piston l1 around the enlarged annular area 18A and out through theimproved exhaust 4| by way of the port 52. It will be seen that in .thisdescribed operation the cocks 39 are closed and the release of the brakes always makes use of the of a long train wherein it is highly desirable that the brakes be uniformly; released throughout the length of the train, it is only necessary to apply will immediately be applied to the chamber [6 in each of the'valve. cylinders in the front portion of the train which will cause the piston to move the needle valve 4''! partially into the bypass 5| and thus permit the airfrom the brake pipe 46 to flow very slowly therethrough and thuscausea slow release of the'brakes on the l front part of the train. As the air pressure on a long train in the train pipe is unequal, the lower pressures normally existing on the back cars of the train will not cause the uniform release mechanism, which comprises the piston 45 and the needle valve 41, to operate andthe brakes will Y therefore, be released normally. The net result being thatthe brakes on the entire train release uniformly. It will be observed that the coil spring50 in the uniform release mechanism must be able to opposea higher than normal pressure in order that this devicemay function as specifled.

. The air brake valvehas several points of novelty not found in other brake valves known to the by-pass 43 and the improvedexhaust pipe 4! art. Among theseare its capabilities of permitting recharging of the auxiliary reservoir prior to releasing the brakes and therefore at the same time as the brakes are set. This action cantributes to safety of operation as the engineer may always be certain offully'charged reservoirs,

therefore, adequate pressure differential for brake application. With standard brake valves an engineer finding it necessary to make successive brake applying reductions often finds it impossible to properly control the train and at the same time permit adequate recharge of the reservoirs. This danger is completely avoided by the present structure.

In thecase of a long train upona long andsharp down-grade the maximum initial brake=applicationpossible may be-made, and

while the brakes remain set and the train still traveling down-grade the reservoirs may be recharged and additional pressure built up in the brake cylinders from the recharged reservoirs. This action itself will permit the faster handling of trains on grades as it will not be necessary to stop the train and make manual adjustments of the retainers in order to insure adequate control of the train as is the present custom.

Having thus described my invention, what I claim is:

1. An air brake adapted to be used in connection with a source of air supply, an auxiliary reservoir and an air brake cylinder and adapted to control the flow of air therebetween andcomprising a body'mernbcr having a primary cylinder and a secondary cylinder formed therein, a primary piston valve slidably positioned in the said primary cylinder and a, spring opposed secondary piston valve slidably positioned in the secondary cylinder, the said source of air supply communicating with one end of the said primary cylinder, passageways formed between the said cylinders, a passageway communicating with the said secondary cylinder and with the said auxiliary reservoir and subject to control by the said spring opposed secondary piston valve, a communication channel extending from the said auxiliary reservoir to the said primary cylinder and communicating therewith through two orifices one of which is located midway in the said cylinder and the other one of which communicates with the end of the said primary cylinder opposite the end thereof in communication with the source of air supply, a plurality of enlarged annular areas formed on the said primary piston valve, a communication channel establishing communication with the said air brake cylinder and with an orifice midway in the said primary cylinder, and a pair of exhaust communication channels com munioating with the said primary cylinder and the atmosphere, one of which channels is provided with valve means, a by-pass formed in the said primary piston valve and by-passing one of the said enlarged annular areas formed thereon so that air from the brake cylinder may flow therethrough and reach one of the said exhaust channels subject to the positioning of the said primary piston valve in the said primary cylinder.

2. The combination in an air brake valve adapted to be used in connection with a source of air supply, an auxiliary reservoir and an air brake cylinder, of a primary piston valve and a secondary piston valve, the said primary piston valve adapted to be controlled by a variance of air pressure between the said auxiliary reservoir and the said source of air supply, the said primary piston valve adapted to control communication channels between the said auxiliary reservoir and the said air brake cylinder and control communication channels between the said air brake cylinder and a pair of exhaust channels, a spring opposing the said secondary piston valve and adapted to permit the same to close a communication channel between the said source of air supply and the said auxiliary reservoir upon the latters reaching'a predetermined pressure, together with valve means on one of the said exhaust channels.

3. In an air brake valve adapted to be used in connection with an air supply source, an auxiliary reservoir and a brake cylinder, a primary cylinder formed therein, a primary piston valve movably positioned in the said primary cylinder, a plurality .of enlarged annular areas formed on the said primary piston valve, the air supply source being-in communication with one end of the said primary cylinder and the auxiliary reservoir being in communication with the other' end of the said primary cylinder, the said auxiliary reservoir also being in communication with a port midway between the ends of the said primary cylinder, the air brake cylinder being, in

, communication with a secondary port midway der secondary port, a, pair of exhaust ports in' between the ends of the said cylinder, the enlarged annular areas on the said piston valve,

tion, the said primary piston valve being subject 1 to actuation by variance of air pressure in the said air supply source.

4. In an air brake valve adapted to be used in connection with an air supply source, an auxiliary reservoir and a brake cylinder, a primary cylin der formed therein, a primary piston valve movably positioned in the said primary cylinder, a plurality of enlarged annular areas formed on the said primary piston valve, the air supply source being in communication with one end of the said primary cylinder and the auxiliary reservoir being in communication with the other end of the said primary cylinder, the said auxiliary reservoir also being in communication with a port midway between the ends of the said primary cylinder, the air brake cylinder being in communication with a secondary port midway between the ends of the said cylinder, the enlarged annular areas on the said piston valve adapted,

upon movement of the said piston valve, to estab-.

lish a communication channel between the said auxiliary reservoir port and the said brake cylincommunication with the said primary cylinder and valve means associated with one of the said exhaust ports, a bypass formed in the said primary piston valve so as to enable air from the brake cylinder port to flow therethrough past one of the enlarged annular areas and communicating with one of the said exhaust ports wh en the said primary piston valve is in appropriate position, the said primary piston valve being subject to actuation by variance of air pressure in the said air supply source together with a needle valve controlling said by-pass in said primary cylinder, said needle valve having a piston formed thereon, and a spring normally holding said valve open, said piston adapted to partially close aid needle valve upon an increased air pressure in said primary cylinder adjacent said air supply source.

5. In an air pressure brake, in combination with a sourceof air supply, auxiliary reservoir or other source of air supply and a brake cylinder, means for establishing an air channel between auxiliary reservoir and brake cylinder, when at the same time the air channel between auxiliary reservoir and air supply source is closed and also the air channel between brake cylinder and atmosphere is closed, thereby applying brake, means for establishing an air channel between air supply' so urce 7. In an air pressure brake, in combination with, a source of air supply,

and auxiliary reservoir when at the same time, the air channel between auxiliary reservoir and brake cylinder is closed and also air channel betweenbrake cylinder and atmosphere is closed,

thereby recharging auxiliary reservoir, means for,

establishing air channel between brake cylinder and the atmosphere, when at the same time the air channel between air supply source and auxiliary reservoir is closed and also air channel be tween auxiliary reservoir and brake cylinder is closed, thereby releasing brake. a

6. In an air pressure brake in combination with an air supply source, an auxiliary reservoir, and a brake cylinder, means for establishing air chan nel between air supply source and auxiliary reser-- voir, means for applying brake, means for recharging auxiliary reservoir, means for releasing brake only after auxiliary reservoir is charged to a predetermined pressure, and at the same time iary reservoir is closed.

air channel between air supply source and auxilan auxiliary reservoir, and a brake cylinder, means for establishing air channel between air supply air pressure in brake cylinder equal to air pressure in auxiliary reservoir, means for releasing brake when at the same time air channel between air supply source and auxiliary reservoir is closed.

8. In an air pressure brake, in combination with an air supply source, an auxiliary reservoir,

and a brake cylinder, means for establishing air channel between air suppl source and auxiliary reservoir, means for applying brake, means for recharging auxiliary reservoir to normal pressure when brake is at the same time set, means for releasing brake when at the same time air channel between air supply source and auxiliary reservoir is closed.

' HARRY J. SHERRILL.

source and auxiliary reservoir, means for applying brake and building up 

